Ok...I'm making progress, but still quite confused about a few things. There is a silly amount of misinformation on this forum and others about ignition coils. Toyota certainly doesn't help its case with reusing parts, in different variations, so often. I'll start with what I did today and where I'm at, then try to end it with a few questions that I just can't figure out.
After some reading last night and some testing today, I'm nearly 100% certain my problem is electrical / ignition. When all of this rough running first started, I think I had a compound of problems: carb was always choked and probably needed cleaned, points were pretty well worn, ignition coil appeared to be wildly overheating even with ballast resistor. As things stand now, I'm pretty certain that my major problem is electrical / ignition:
WHAT I DID LAST NIGHT AND TODAY
I was examining the connections from the coil, to distributor, points, condenser, ground, etc., last night and I thought my connection between the (-) of the coil and the side post on the distributor housing didn't make sense. I did some googling and came across a random Rising Sun 4x4 thread where someone solved his no start with a points dizzy when he realized that a plastic bushing between the side of the distributor (on the post) and the cable from the (-) coil to the distributor post broke off when he was tinkering. I didn't remember seeing this on mine, but did remember that there was a plastic connector on the inside of my distributor where the points cable and condenser attach. *Surely this means that these connections are meant to be isolated from the constant ground of the distributor assembly. I checked mine and sure enough there was no thick plastic washer between the ring connector and the size of the distributor. There was some weird, thin "metal" washer that appeared to be relatively non conductive, but it didn't appear to be doing enough.
BEFORE: Just metal nuts and the weird, semi rubberized metal washer. Also, ignore the condenser in this pic. This was the wrong one and doesn't have the bracket connection to the dizzy post connection. I had swapped it in for another test. With this configuration, I suspected that the distributor primary, condenser and points circuit was always closed via it being grounded to the side of the distributor and thus the coil never had a chance to properly build it's field to generate high voltage. With the ignition ON, I hooked my multimeter between the + battery terminal and the distributor connector post and it read 12.3V with the points open and closed (just as I suspected because the primary circuit was never broken).
View attachment 3327285
AFTER: I adde a plastic and rubber washer between the distributor housing, on the post, and the nuts / (-) connector from the ignition coil. This image also contains the proper condenser connections. This is my original condenser, but I checked it with a multi meter and it functioned as I'd expect. With this new configuration, I observed the following
Test 1 - IGNITION OFF: Battery (+) to distributor side post ( - coil connection) = 12.3V with the points gap open and closed. I will admit, I don't quite understand this behavior. Can someone explain this to me? Is this expected behavior?
Test 2 - IGNITION ON: Battery (+) to distributor side post (also checked the cable lead from the post to the points). With points gap closed = 10.85V. With points gap open = .34V. Close points gap again and voltage initially reads 8.4V, jumps around a tiny bit, then slow climbs to 10.9V. Seems like this is simply, charging the condenser via ignition circuit and multimeter completing loop, discharging the condenser via contact and ground and re-charging it?
Test 3 - IGNITION ON: Battery (-) to distributor side post. With points gap closed = 1.00V. With points gap open = 11.8V. Close again and voltage slowly decreases from 3V to 1V. Sounds like this scenario is charging the condenser then discharging it, similar to how you would bench test one.
View attachment 3327288
Here is where things got weird and really pointed me toward some sort of ignition circuit / electrical problem being the main culprit. After completing these tests, I buttoned everything up thinking that this confirmed my suspicion of the improper grounding contact on the side post. I turned the ignition to fire up the engine and after a few seconds and mashing the gas pedal it fired, idling quite high. I jumped out of the driver seat after a second or two to try and adjust the carb mixture screw to see where I could get idle to settle. After a screw turn or two, the idle started to slow down significantly and then suddenly...stalled. I reset the mixture screw back to where I had it before and went to start the engine again...NOW the behavior was 100% the same as the days prior - took tons of cranks, tons of gas pedal mashes, eventually started and sounded like it was misfiring, low idle, any throttle killed it. I tried to start it a few more times and could not get it to start.
IGNITION COIL
I decided that I was never 100% confident in my new ignition coil and hadn't run that test yet, so I tried the direct to battery test and check for spark, outlined here.
Testing the ignition coil - https://forum.ih8mud.com/threads/testing-the-ignition-coil.196883/
After connecting everything, making sure I was doing the touch and go method correct, I was getting ZERO spark from the spark plug. All I got was a faint arc on the "touch and go" wires when I touched them together. So...I decided to try it with my original coil. To my surprise, it sparked! What do you think?
Just to double check, I hooked up the new coil again and re-ran the test. Same result - no spark. Then, I connected the old one again, re-ran the test and again...spark! At this point I figured my new ignition coil was in fact, a dud (I'll address these in more detail later in my specific questions). I wired in the old distributor (Toyota Denso OEM 90919-02113). I will say that the truck arrive to me with a ballast resistor wired in, but i decided to try running it without it as my googling suggested it had an internal one (again...more on this later). With the old coil now wired in, I ran the same 3 voltage checks as before to just to double check things. The voltages were more or less the same, but I kind of expected this.
I buttoned things up and turned the ignition once again. This time it ignited IMMEDIATELY...I mean not a second of lag and with no depression of the throttle or choke. However, it very very abruptly died a few seconds later...no stumbling or hesitation. It just stalled.
I tried doing the voltage check procedure for a third time (second time with the old coil). Voltage readings in all points connection scenarios were the same as before. I buttoned things up and started it again. It fired right up, idled high. I decided to give it throttle and it revved and responded great for a few seconds, then...stalled with a bit of puttering this time.
The direct to battery spark plug test would indicate that the new, internal resistor I got from Cruiser Corps was junk. I wanted to test each coil per the FSM, anyway, but the verbiage in the FSM is very vague and not easy to comprehend, plus it varies between the 1980 FSM and 1991 FSM and I know there was some variation in the internal resistance of Toyota's 12V coils for later models with igniters and electronic ignition. Anyway, here is what I measured:
1. New internal resistor coil from cruiser corps: Primary circuit = 3.3 ohms, Secondary circuit = 7.69 kohms
2. Old OEM toyota resistor (90919-02113): Primary circuit = 0.7 ohms, Secondary circuit = 13.29 kohms, Ballast Resistor = 1.8 ohms
Here is the 1991 manual FSM that I was following. This is the only manual that mentions w/ or w/o resistor types of ignition coils. However, I really can't tell if it means w or w/o internal resistor or w/ or w/o external resistor. Anyway, none of this may even matter if my coil or the coils mentioned in the manual have different internal resistance specifications.
View attachment 3327312
UPSTREAM IGNITION CIRCUIT
Now I moved upstream, thinking I was getting a short or something prior to the ignition coil. I couldn't explain the behavior where I would tinker with the distributor internals, checking voltages, charging and discharging, then the engine would fire right up each 3 times I did this. Then, it wouldn't start at all or would start, idle rough, and die with any throttle. I decided to check the ignition switch, as I had replaced that previously with a new one because the contact plates in the original were worn. I went to disconnect the cable connector behind the steering column and noticed it was quite warm (is this normal??). I thought...maybe this new part was junk...best to re-try the old one. I through the old one in. The car didn't want to start, same behavior as days prior. I re-did my voltage checks at the distributor...once again. And, once again...it FIRED RIGHT UP. Then, as expected, it died again and I couldn't get it started. I touched the connector for the old ignition switch and it was warm...maybe not as warm as the other, but it also wasn't connected very long. I swapped back in the new ignition switch and tried to start again. Still, no start, puttering, and at this point my battery was beginning to tire. So, I called it a night.
If you are still with me...here are my main lingering questions. I will admit, I am learning a lot, but I still am not 100% certain about the behavior of the apparent grounding of the distributor / connections and the magical mystery tour that is FJ40 ignition coils. So...
QUESTIONS
1. I really thought I hit the nail on the head this morning with the idea that the coil (-) to distributor post connection was grounding out on the housing and not allowing the coil to build charge properly. I would have put 95% on that being my problem. I was overjoyed when it fired right up, but super disheartened when it quickly died and behavior was again the same. So, was I correct in my thinking on the improper grounding and do my connections look proper (I don't have a pic, but the connections to the coil are simply the pos wire from the ignition switch on the (+), the high tension lead to the cap for the secondary circuit, and the wire from the (-) to the distributor body post. What do you think I am missing here? Can someone explain to me the different behavior of the circuit with ignition on versus off? It probably has something to do with me not quite understanding how a capacitor before ground works. Schematic from the FSM that, I believe, matches my setup and confirmed my thoughts on the side post isolation.
View attachment 3327320
2. What in the hell is up with my ignition coils? Is 1 junk? Are they both junk? I'll say this...I am skeptical of the new Cruiser Corps, internal resistor, coil because it wouldn't generate spark with the direct connection test. I am also skeptical of my old, OEM, coil because it gets super hot to the point of burning the internal oil, even with the ballast resistor installed (See vid below, that I took back when the coil was the first thing I replaced to troubleshoot my no start). Also, I just don't know how this thing is supposed to be configured in general, and in my vehicle. When I did a more thorough search of the part number, it seems that it is a newer (like 1990s) ignition coil. There are no markings on it specifying whether or not to use it with a ballast resistor or without one. However, I found a mud post where someone mentioned it was an internal resistor coil but it has a smaller internal resistance as it was meant to be used with FJ60 era ignition systems that contained a top mounted igniter and electronic internals for the dizzy. Do you think this is why the ballast resistor was added, previously, to mine? Or, do you think some dumb dumb just did it to try and keep it from getting so hot. This thing is really a mystery to me.
Here is a pic I found with what looks suspiciously like my coil (with the end of the part number conveniently blanked out) and with a ballast resistor. So, maybe this was a thing people actually did...?
View attachment 3327520
Here is the vid of my original setup smoking (some say it's just the dust burning off the resistor, but it's definitely oil burning out from the coil). You can see the oil gathering on the underside of the hood, above it.
3. This is more of a question and a statement. It doesn't seem like my ignition switch is bad, as some have suggested as a potential culprit. I have tried both a new one and my old one and the result is the same. Now, assuming those are in working order, is there anything else between the ignition switch and coil that could be causing this weird electrical behavior? I have cleaned the grounds and relevant connections that I can find.
FINALLY...A QUICK SUMMARY
I wanted to summarize how I got here, because I think where I am now and where I was are different. When I first got my FJ, it ran fine with no hesitation. It would start, cold, with 3 pedal pumps and a quick crank. When hot, however, it took progressively longer to start...more cranking and pedal pumping. One day, driving home on a 55 mph road with stop lights, I noticed the truck would be super sluggish getting going again after the stop lights. It wouldn't stall, but it would definitely sputter a bit. I parked the FJ at home and the next time I tried to start it, it was rough to start at first, then I tried to get it out of my driveway and it stalled for good.
This is when I started my repair journey. It hasn't "run" since. I first replaced the coil because I could see it smoking. Next, I visually inspected the carb on the vehicle and noticed the choke had been stuck closed the whole 4 months I had been driving it. I sprayed it with a ton of carb cleaner and it freed up. I tried to start the truck with freed choke and new coil, but it wouldn't go. Eventually after learning to try more and more cranking, I'd get it started, then it would stall, etc....and that's where I am today...but with more replaced parts, cleaned carb, new chinese carb, etc.
I think my initial problems were a combination of the choke always being closed (explains really not wanting to start when warm) and my points being worn. I inspected them after I removed them and they were quite shot. Maybe they were just worn from time, maybe it was the result of this electrical / ignition ghost im chasing...idk.
I do think, now, that the electrical problem I am chasing could be something that existed before and has somehow just gotten worse. But I also think it could be something new, either from the coil conundrum, something going awry with the dizzy grounding, something upstream in the ignition circuit. I really don't know. I'm honestly, super stuck right now...but I truly do think this electrical problem needs to be solved before I attempt to fine tune anything else. Something major has to be going wrong here with my ignition.
PLEASE HELP, LOL. This is taking up all of my brain energy and time.